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The McDonnell Douglas MD-12 was the first attempt at replicating the Boeing Jumbo Jets 747 success. However, the goal was a little out of reach for the company, and it never went ahead. Why was it designed? What would it be like to fly? And what happened? Let's explore this never built aircraft.
In the late 80s, McDonnell Douglas was looking towards its next aircraft. It had been riding the coattails of its DC-10 program for decades and had recently launched the new MD-11, which was essentially an unimaginative stretched version of the original DC-10.
McDonnell Douglas needed a new aircraft design, something bold to fix the problem of congested airports and the Boeing 747 had enjoyed that market for long enough, and it was the time that McDonnell Douglas brought its own concept to the market.
Called the MD-12X, the concept was originally proposed as a natural extension to the MD-11.
Splitting the cockpit above the passenger level on the MD-11 design allows for a cargo door for future freighter versions and allowing panoramic views for a first class cabin, much like the Boeing 747. The length of the main MD-12 was 208 ft (63.4 m) with a wingspan of 213 ft (64.9 m).
The plane would have been able to carry 430 passengers in a typical 3-class layout, or if all one class High-capacity layout it could carry 511 passengers. McDonnell Douglas claimed that a 3,000 nautical mile flight the MD-12 would burn 1% less fuel per seat than a 747-400, or 12% less fuel per seat if in a high-capacity configuration.
It would have a range of 8020 nautical miles, although the high capacity layout version was only rated for 7,170 nmi (9,200 mi, 14,825 km), which shows that even with four engines the design didn't have a lot of power and still made comprises. McDonnell Douglas envisioned that this aircraft would be used for trans-Atlantic travel between London and North America, as well as ply a trade in South East Asia with its high populations.
McDonnell Douglas would also propose two other versions of the aircraft, a freighter for cargo operators with a range of 4,360 nautical miles, and a combi version that would have allowed airlines to swap out the seats for cargo between flights where needed. This would have been targeted to airlines like KLM who operated Combi 747s to the Caribean among other destinations.
The concept was launched in 1992 with much fanfare and with a heavy marketing campaign, with plans for the first flight of the MD-12 to take place in late 1995, with delivery in 1997.
There was a burning question; how would these aircraft be paid for? McDonnell Douglas and Taiwan Aerospace Corporation signed a Memorandum of Understanding to form a company to produce the new design. This was done in hope and anticipated that Asian carriers would order the new aircraft.
However, this partnership fell apart and by 1993, McDonnell Douglas decided to go in a different direction, citing too high costs for the development of the aircraft.
In 1996 the airframe maker came to the market with a simple tweak of the MD-11. Instead of the MD-12, they would present MD-11LR, a long-range version of the MD-11 - pushing its range up to 8320 nautical miles. (+2000 increase). Trading the range for passenger capacity would the MD-11 stretch. This stretch would carry 375 seats in three classes.
In addition, a twin-engine design was also considered to rival the A330 and Boeing 777, but never really made it further than internal rumors.
A lack of sales of the MD-11 stretch pushed the company to the breaking point and the firm ultimately chose to shut down development. By the end of that same year in 1996, the company would be approached by their rival Boeing with a buy out offer.
We came across a rumor that McDonnell Douglas started the MD-12 and MD-11 stretch programs in an effort to drive up its share price before a Boeing take over. The fact that Boeing ended up paying $62.89 per share - a huge premium to McDonnell's closing price of $52 per share.
Boeing had a project in its books called the New Large Airplane. Boeing's design would be able to seat 606 passengers in a three-class layout and be able to fly 7,800 nautical miles (14,400 km; 8,980 mi).
Seeing the failure of McDonnell Douglas with the MD-12 only a year earlier, Boeing decided to scrap the NLA and instead work on a redesign of the 747 that would become the Boeing 747-8.
Looking back on the project today we can see that the MD-12 was ahead of its time. It was the Airbus A380 ten years before and may have dramatically changed the landscape had it been built. Why airlines at the time chose not to invest in McDonnell Douglas's vision is unknown, but we can summarise that failed promises of the MD-11 and a rising fuel price had made them question the need for such a large aircraft.
Simply put, the MD-12 was too early to the market - a market that is questionable even needed the aircraft type.